• P = engine power in kW which shall include both the main engine power for
‘deadweight carriers’.
propulsion (75% MCR) and the auxiliary engine power for other purposes.
Te index was applied on a Panamax size
3500TEU container vessel, with only the service speed varying. Te resulting indexes for speeds 23knots, 22knots and 20knots are 14.64, 12.57 and 9.68 respectively. Based on detailed analysis on the
Influence of containership deadweight on the proposal for IMO’s Energy Efficiency Design Index.
parameters influencing the index, Mr Kristensen recommends being careful when selecting the engine power, and especially the selected service allowance. He also proposes that consideration must be made of the dual certificate of the main engine(s) in cases where the EEDI is too high, and evaluating carefully the main dimensions and other design variables on an early design stage. He said that, in his own view, two separate EEDI baselines should be considered, one for Panamax containerships and one for post-Panamax ships. Speed is a very important
parameter.NA
Influence of containership TEU on the proposal for IMO’s Energy Efficiency Design Index.
Indexed development
Te International Maritime Organization reports “major progress” in the development of its ‘Energy Efficiency Design Index,” developed by the Danish Maritime Authority.
T
he anodyne title of IMO’s new Energy Efficiency Design Index, developed by the Danish Maritime
Authority, represents the UN body’s latest attempt to get to grips with greenhouse gas emissions from ships, aſter previous discussions have been filibustered by administrations citing shipping’s exemption from the Kyoto Protocol. Te EEDI was presented at the second
intersessional meeting of IMO’s Working Group on Greenhouse Gas Emissions (GHG) from Ships, held at IMO’s London headquarters from 9 to 13 March 2009. A
The Naval Architect April 2009
report will be forwarded to IMO’s Marine Environment Protection Committee (MEPC) when it meets for its 59th session in July. Te working group, which was attended
by more than 200 experts concentrated on the technical and operational measures to reduce GHG from ships. The EEDI is meant to stimulate
innovation and technical development of all the elements influencing the energy efficiency of a ship, thus making it possible to design and build intrinsically energy efficient ships of the future.
Based on the concept of measuring the
environmental costs of a shipment against the benefit for society as a whole of same, IMO’s reference to “major developments” is understood to refer to the fact that the working group was allowed to focus on technical, rather than political debate (although, see p61), defining capacity for passenger ships in gross tonnage terms, finding a more accurate way of incorporating shaft generators into calculations, and allowing for the inclusion of waste heat recovery systems within calculation. NA
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